Readily movable railway switch



July 3, 1962 w. M. LUTTS, SR 3,042,348

READILY MOVABLE RAILWAY SWITCH Filed April 11, 1960 2 Sheets-Sheet lINVENTOR WILUAM M. LUTTS, SR

BY ME. film/MK ATTORNEY y 1962 w. M. LUTTS, SR 3,042,348

READILY MOVABLE RAILWAY SWITCH Filed April 11, 1960 2 Sheets-Sheet 2INVENTOR WlLLIAM M. LUTTS,$F2.

BY z. W0

ATTORNEY 3,042,348 READILY MQVABLE RAILWAY WETCH William M. Lutts, Sr.,4102 Berkshire Ave, Louisviiie, Ky. Filed Apr. 11, 196i), Ser. No.21,176 3 Claims. or. 246453) This invention relates to track switchesfor railroads and more particularly to an improved apparatus forsupporting and readily moving the switch-point assembly.

The disadvantages present in the conventional type of switch employing aswitch-point assembly which rests upon and slides across the tie plateshave been long recognized. Various arrangements, for example, asdisclosed in Hewes Patent 2,324,622, have been proposed to overcomethese disadvantages, among which may be mentioned the necessity formaintaining of the tie plates in properly lubricated conditions; theneed for heavy leverages in moving the switch-point assembly; and theundesirable wear which occurs during usage of the switch. The presentinvention has as a purpose the provision of an apparatus which not onlysubstantially overcomes these enumerated disadvantages, but also avoidsother disadvantage found in the friction-reducing, switch-throwingarrangements known at the present time.

An object of the invention is to provide an improved switch-pointassembly supported upon a cross tie and movable into a selectedswitching position with a relatively small effort.

Another object is to provide an improved bracket of low overall heightfor supporting a tiltable switchpoint assembly upon a cross tie.

A further object is to provide an improved head rod arrangement formoving a switch-point assembly,

A still further object is to provide an improved reinforcing of theweaker portions of a switch-point assembly so as to permit camming ofthe switch points into close engagement with a rail and to reducefeathering of the switch point.

Other objects and advantages will become more ap parent as thedescription proceeds and when considered in conjunction with theaccompanying drawings in which FIG. 1 is a plan view of a railway trackswitch embodying the invention.

FIG. 2 is a partial side elevation view of a switch point embodying theinvention.

FIG. 3 is a sectional view of one rail of the track with a switch pointengaged therewith for passage of a train thereover and as taken on line3-3 of FIG. 1.

FIG. 3-A is a view similar to FIG. 3 and showing the relative positionsof the parts as the switch point touches the rail in moving towardengaged position therewith.

FIG. 4 is a sectional view of the rails taken on line 44 of FIG. 1.

FIG. 5 is a sectional view of the rails taken on line 5-5 of FIG. 1.

FIG. 6 is a view of the supporting bracket taken on line 6-6 of FIG. 1,and

FIG. 7 is a sectional view of the bracket taken on line 77 of FIG. 6.

In accordance with the invention, a pair of spaced head rods attached ina pantograph-like arrangement to a pair of switch points adjacent theforward ends of those switch points carries between them a bracket whichmounts a roller, and which roller is located approximately midwaybetween the respective switch points and travels with those switchpoints as they are shifted from one rail to the other. The roller maymove freely upon a flat plate located upon the upper surface of a crosstie between the head rods and thus supports the weight of theswitchpoint assembly from an elevated point. By means of dates avertical bolt 45 suitably sloped surfaces on the switch pointsengageable with the inner surfaces of the rails, those switch points arecammed into close engagement with the rails when in their switchingposition. Also, as one switch point is cammed into this engagement, theentire switch-point assembly tilts about the .roller as a flucrum thusholding the other switch point out of contact with the tie plates whilethe rail-engaged switch point settles at its rearward end intoengagement with the tie plates. The bracket preferably has an overallheight not exceeding the height of the tops of the rails and forms noobstruction to the movement of the train, but still permits the rollerto be mounted on top of a cross tie requiring no modification.

Referring now to FIG, 1, the track rails 10, 11 and 12,

. 13 comprise the rails of two converging tracks which converage intothe single track having rails 14, 15. Whereas rails 10, 14 and 13, 15are continuous and are firmly fixed as by spikes 17 to the usual crossties 18, the switch point rails 19 and 20 are movable and are movablyattached in the conventional way at their rear ends, or heels, to theends of the fixed rails 11 and 12. Fastened to the top surfaces of theties and constantly supporting the fixed rails are elongated tie plates21. As will later appear, those tie plates between the taper points 22and 23 of the switch-point rails and the heels thereof, will alsosupport the appropriate switch point nail when the train wheel isrolling thereover in accordance with the invention.

Extending forwardly of those taper points, however, both of theswitch-point rails 19 and 20 are progressively reduced in cross sectionand at their forward ends have a configuration generally as seen in FIG.3. Since these configurations for the respective switch-point rails aresubstantially mirror-images of each other, a description of the rail 19,as shown in FIG. 3, will suflice. The

' normal rail flange 24 of rail 19 seen in FIG. 4 is progressively cutaway from its bottom at an elevation and slope permitting the bottom ofrail 19 to rest upon the upper flange surface 25 of the continuous rail14-10 when that switch-point is in engagement with that continuuousrail. The normal rail flange 26 of rail 19, however, remainssubstantially unchanged and helps to reinforce the rail at its forwardend. The top of rail 19 is drastically reduced in size and tapers to arelatively thin fin 27 which in addition is bevelled downwardly alongits upper edge 28 (FIG. 2) in the direction of its forward end. Betweenflange 26 and this fin, the rail 19 has a vertical web portion 28provided with a plurality of holes therethrough.

Elongated reinforcing strips 29 and 30 are held in close engagement withthe respective sides of the web portion by means of bolts passingthrough holes in those strips and in the web portion. Simple bolts (notshown) may be employed at the rearward ends of the strips to hold thosestrips against the rail 19, but at the points of attachment of the headrods to the switch-point rails, it is preferred to employ a bifurcatedbracket 41) having a flat boss 41 on each leg thereof with a holetherethrough to receive a longer bolt 31, as shown in FIGS. 3 and 3A.Sufiicient space exists between the web section and the fixed rail 14 toreceive the bolt head, and the threaded outer end of the bolt issecurely aflixed to the composite structure by a castle nut 42 with theusual washer and cotter pin.

Bracket has its legs rigidly afiixed to a sleeve 43 having an apertureextending therethrough slightly larger than the head rod 44 receivedtherein. A hole extending through both the sleeve and the head rodaccommoabout which the head rod may pivot slightly in a horizontal planefor a purpose later to become apparent. The head rod 44 may comprise arectangular cross-section and be mounted in the usual fashion below therails and between adjacent cross-tics.

At its ends it may be provided with the usual apertured flat member forengagement with the clevis 46 attached to the operating rod 47 of aconventional switch stand 48 disposed along side the tracks, or to thelinkage leading from a switch tower. When a switch stand is employed,the handle 49 thereof may be held in a selected position .by means ofthe usual foot-released latches t) and 51.

As a feature of the invention, the head rod 44 is attached to each ofthe switch-point rails adjacent the forward ends of those rails in themanner above described and a second rod '54 of like configuration andextending parallel to the first rod is similarly attached to thoseswitch-point rails. As will be apparent, the head rods need not beattached to the switch point rail s precisely at the points as shown,but may be attached farther toward the heels of the switch-point railswithout departing from the invention. The second head rod is spaced fromthe first head rod with an intervening cross tie 55 therebetween.Rigidly attached to the upper surface of cross tie 55 generally midwaybetween the switch-point rails is an elongated flat plate 56.

Referring now to FIGS. 6 and 7, a massive bracket, preferably formed inone piece as by casting or forging, is provided with a pair of dependingextremities 57 and 58 located generally axially of the railway track andspanning the distance between the head rods. Between these extremitiesthe bracket is smoothly curved upwardly into a hood section 59.

Formed in the hood portion and extending downwardly therebeneath is apair of spaced web sections 62 and 63 having axially aligned holestherein for receiving with a snug fit the respective ends of an axleshaft 64. This shaft is received endwise into a self-lubricating roller65 of comparatively small outer diameter, and which roller is in contactat all times with the upper surface of flat plate 56 and rotates aboutthe shaft as a support. In one satisfactory installation, for example,the outer diameter of the roller was about 2 inches. In assembling thestructure, the roller may first be placed in the space between webs 62and 63, and the shaft 64, with a cotter pin 66 in place at one end ofthat shaft, may then be moved endwise through the roller and the holesin these webs, as from the left in FIG. 6. The head of the cotter pin 66may then engage between spaced abutments 67, 68 formed at the outer sideof web 62-. Thereafter, a second cotter pin 69 may be pushed through ahole at the other end of shaft 64- and spread apart to retain the shaftfrom endwise movement, the cotter pin 66 in its engagement betweenabutments 67 and 63 keeping that shaft from rotatable movement.

At the ends of the extremities of the thus-described bracket, holes areprovided for reception of bolts 79 and '71 fastening the bracketsecurely to both of the head rods at a location on those rodssubstantially midway between the respective switch-points. Theextremities preferably lie beneath the head rods and shim-like washers72 and 73 may be employed in adjusting the bracket to the proper heightwith respect to the rods which, in turn, are connected to theswitch-points. It will be understood that the thickness of flat plate56, the plane of movement of the head rods, the size of the bracket, andthe use of the shims, are all coordinated to the end that during themovement of the switch-points from one switching position to the other,the roller will carry a large part of the weight of the movableassembly, the flanges of the switch-point rails being lifted fromengagement from their respective tie plates during that movement. Theoverall height of the hood portion 59 of the bracket, moreover, ispreferably, but not necessarily, no higher than the tops of the rails ofthe track.

Having thus described a suitable modification incorporating theinvention, the operation is as follows: With the switch stand set asseen in FIG. 1 the switch-point assembly is tilted toward the continuousrail 1410 about the roller 65 as a fulcrum. The switch-point rail 19 iscammed into close engagement with rail 14 and the lower flange 26 at theforward end of that switch point is out of contact with the tie plate21, as seen in FIG. 3, but the lower flanges of the same rail 1* nearits rear end, are in contact with tie plates 21, as seen in FIG. 4. Onthe contrary, the other switch-point rail 20 is completely out ofcontact with continuous rail 15-13 and is raised with its lower flangesbeing out of contact with its corresponding tie plates along its entirelength, as seen in FIG. 5 for example.

Accordingly, when switch stand 48 is operated to the alternate switchingposition, the dual head rods pull switch-point 19 out of contact withcontinuous rail 1410 and push the switch-point 20 into contact with thecontinuous rail its-13. During this movement the roller 65 supportingthe switch-point assembly moves along flat plate 56 and relativelylittle effort is required to throw the switch since the switch-pointsare not sliding along the tie plates during that movement. It willfurther be noted that, due to the pivotal engagement of each of the headrods through their bolts 45 with the brackets 4% attached to theswitch-points, the pantograph-like action of the moving assembly isaccommodated without binding effort, or without endwise shifting of therespective switch-points. Upon camming of the switclnpoint 2%) into itscontact with continuous rail l5-13, the other switch-point 19 is, ofcourse, raised out of contact with its tie plates along the entirelength.

This camming action may *best be noted from FIGS. 3 and 3A. With thehead rod 44 moving to the left in FIG. 3A and with the roller 65 holdingthe entire switchpoint assembly in its elevated position during theshift from one switch position to the other, the reinforcing strip 29contacts the downward sloping surface of the top of the rail 14 and asfurther movement of the head rods occur, the switch-point rail 19 ismoved into contact with the fixed rail, the tilting of the assemblyabout roller 65 meanwhile taking place. As rail 19 is cammed intocontact with the fixed rail, the lower sloping surface under its webportion 23 comes to rest upon the sloping upper surface 25 of the flangeon the fixed rail. Moreover, due to the laevel 28 of the upper fin 27 ofthe switch-point the flanges of the wheels passing over the end of theswitch-point do not tend to cause feathering of that switch point at itsthinnest end.

Having thus described the invention, various advantageous featuresinherent therein will be apparent to those skilled in the art. Forexample, the roller functions at an elevated point above cross tie 55and the likelihood of collection of snow, ice, dirt and the like onplate 56 is reduced over that found when the roller is disposed betweencross ties. Expansion and contraction of the switch-point assembly isreadily accommodated since, as seen in FIG. 6, the flat plate 56 issubstantially wider than the roller 65 and provides an adequately largeroller path under both summer or winter conditions; and no modificationof the road bed is required for the installation of the switch-pointassembly.

Moreover, as required for a given installation, various modificationsmay be made without departing from the invention. For example, if usedwith a trackage involving an electrical signal system the head rods maybe suitably insulated to prevent short-circuiting of that system.

Various other modifications and changes, such as fall within the truespirit and scope of the invention may likewise be made without departingfrom the invention, and it is contemplated by the appended claims tocover all such modifications and changes.

What is claimed is:

1. In a railway track resting upon tie plates attached to cross ties andhaving two fixed double-rail tracks converging into a single double-railtrack with a switch- 75 point assembly comprising a first movableswitch-point forming a part of one converging double-rail track and asecond movable switch-point comprising a part of the other convergingdouble-rail track, a pair of head rods spaced from each other along theaxis of said tracks and pivotally attached to and supporting each ofsaid switch-points adjacent the forward ends of said switchpoints, afiat plate resting upon the upper surface of a cross-tie disposedbetween said spaced rods and supporting said assembly for movementthereof, a rollermounting bracket movable with said head rods andextending above said supporting tie and having end portions attachedrespectively to and supporting said rods at points approximately mid-Waybetween said switchpoints, said bracket having a central portioncontaining spaced bearing recesses, a roller mounted beneath saidcentral portion and having a shaft rotatably engageable at its ends insaid recesses thereby to permit said roller to move along said fiatplate While carrying the weight of said assembly, said roller having adiameter sufficiently large to position said brackets, said rodssupported by said bracket and said switch-points supported by said rods,at an elevation disposing said switchpoints out of contact with said tieplates during movement of said switch-point assembly from one switchingposition to its alternate switching position, and means for moving saidfirst and second switch-points selectively into and out of engagementwith the respective fixed rails of said single double-track, saidswitch-point assembly being adapted to tilt transversely about the axisof the roller whereby upon engagement of one of said forward ends ofsaid switch-point assembly with its corresponding fixed rail, said oneof said switch-points is lowered to bring the rear end thereof intocontact with said tie plates and the forward end of the otherswitchpoint is raised to hold the rear end thereof out of contact withsaid tie plates.

2. A switch-point assembly as defined in claim 1 wherein each of saidswitch-points includes a cam surface engageable with a curved upperportion of its corresponding fixed rail and serving to cam the said oneof said switch-points downwardly into seated contact with itscorresponding fixed rail during the tilting of said assembly about saidroller.

3. A switch-point assembly as defined in claim 1 wherein the attachmentsof said bracket end portions to the respective head rods are at anelevation lower than the axis of said roller.

References Cited in the file of this patent UNITED STATES PATENTS1,195,382 Mock Aug. 22, 1916 2,213,500 Mock Sept. 3, 1940 2,324,622Hewes July 20, 1943 2,979,295 Hewes Apr. 11, 1961 FOREIGN PATENTS209,924 Great Britain Jan. 24, 1924 325,977 Great Britain Mar. 6, 1930

